Rerailing frog



Nov. 10, 1931. w. R. MILLARD RERAILING FROG Filed Oct. 4, 1928 Patented Nov. 10, 1931 UNITED STATES WILLIAM R. MILLARD, 013 FORT WORTH, TEXAS RERAILING FROG Application filed October 4, 1928. serial No. 310,242.

My invention relates to re-railing frogs and more particularly to a frog for the outside of a railway rail; and the object is to provide a re-railing frog which is adapted to rest on the base flange of a rail and which will a be highly efficient in causing the wheels of a truck to run back on the rails from either direction, and to make the re-railing frog rigid with the rail on which the wheels are to be placed. Other Objects and advantages will be fully explained in the following description and the invention will be more particularly pointed out in the claims.

Reference is had to the accompanying drawings which form a part of this application.

Fig. 1 is a plan view of the improved frog. Fig. 2 is an end elevation of the frog and a section of a railway rail.

Fig. 3 is a perspective view of the frog. Fig. 4 is an interior elevation of the same. Fig. 5 is a vertical cross-section taken on the line 55 of Fig. 3.

Similar characters of reference are used to indicate the same parts throughout the several views.

The drawings show a frog having a body 1 provided with converging grooves 2 and 3 for receiving the flanges of wheels which are to be re-railed. The inner member 4 is co-extensive with the length of the body 1 and projects slightly above the tread of the railway rail on which the wheels are to be re-railed, except at the apex of the frog. The

5 bottom walls 5 of the grooves 2 and 3 are inclined slightly inwardly towards the rail.

The tendency of the slanting surfaces 5 is to force the wheels to move inwardly towards the rail. In such operations, the wheel flanges run on the bottom surfaces 5 of the grooves 2 and 3. The wall or flange or guard member 4 prevents the wheel flange from leaving the V frog until the wheel with its flange has been elevated high enough for the wheel flange to pass over the rail tread. The advantage in making the rib or flange member 4 adjacent the rail equal to or greater in height than the rail is that it keeps the wheel flange from crowding against the rail and it keeps all the weight and side pressure on the frog instead back to its proper place on the rail.

ber 6 is inclined from a vertical plane on the inside for causing the wheel flange to slide or skid towards the bottom of the groove. This member 6 is also inclined inwardly to cause the wheel to move gradually towards the rail tread. The member 4 vanishes at the apex of the frog so that there will be nothing to prevent the wheel flange from sliding over the tread of the rail. A cam 8 is attached to the frog at the apex thereof for causing the wheel to skid or slide over the rail treadwhen the wheel flange runs against the cam 8. j

The frog rests on the base flange of the rail and is prevented from leaving the rail flange by the spikes 7 which hold the rails down. The frogcmay be cored out on the underside for making the frog lighter. Additional spikes 9 may be driven in the cross 7 gies'to prevent the frog from leaving the rail ase.

The re-railing frog above set forth co-operates with the frog for the inner side of the opposite rail shown in my co-pending appliso cation Ser. No. 310,241 filed Oct. 4, 1928.

What I claim, is,

. l. A re-railing frog for the outside of railway rails comprising a body having the apex of the frog in the central part thereof and g5 inclined members gradually ascending from their outer ends towards the apex and said members having grooves converging from their ends towards the apex and vanishing. near said apex for the flanges of Wheels, the inner walls of said grooves projecting above the tread of a railway rail from the ends of the frog towards the apex and vanishing in the bottom surface of said grooves at the I point of reaching the apex of the frog, and a cam at the apex inclined towards the railway rail for shifting the wheels toward and over the tread of the rail.

2. A re-railing frog for the outside of railway rails comprising a body having the apex of the frog in the central part thereof and inclined members gradually ascending from their outer ends towards said apex and said members having grooves for the flanges of 5 wheels gradually ascending from their ends towards said apex, the inner walls of said grooves being parallel to the railway rail tread and said walls projecting above the surface of the rail tread but vanishing in the bottom surfaces of the grooves near said apex, and the outer walls of ihe grooves having their inner sides inclined inwardly from a vertical plane and gradually inclined towards the rail tread from their outer ends in the approach to said apex, and a cam atthe apex of the frog inclined inwardly for shifting the wheels towards and over the rail tread. j *3. Are-railing frog for the outsides of rail- \vay rails comprising a body having the apex of the frog in the central part thereof and inclined members gradually ascending from their outer ends towards said apex and said members having converging grooves for the flanges of wheels from their ends towards said apex and vanishing at its apex, said frog having a flange on its lower inner side resting on the base flange of a railway rail and held in place by the railway rail spikes, the inner walls of said grooves projecting above the railway rail tread but vanishing in the bottom surface of said grooves at the apex of the frog, and a cam at the apex of the 'froginclined inwardly for shifting the wheels towards the tread of the rail.

4. A re-railing frog for the outside of railway'rails comprising a body having a flange resting on'the base of a railway rail and'held in place'by'the railway rail spikes, a cam at 40 "the highest point or apex of said body in- -clinedtowards the railway rail and said body having a member gradually ascending from its end towards said cam and having a converging groove therein for wheel flanges, the

inner wall of said groove projecting above a 'railtread for preventing wheel flanges from running against the rails but vanishing in the bottom surface of said groovebefore reaching said cam and the outer wall of said groove having its inside inclined from a vertical plane and said Wall being inclined inwardly as it approaches said cam.

In'testimony whereof, I set my hand, this 29th day of September, 1928.

l/V'ILLIAM R. MILLARD. 

